Two-speed hub.



e. L. D UDLEY. TWO SPEED HUB.

APPLICATION FILED FEB.11. i914.

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Patented May 2, 1916.

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THB CULUMBIA PLANoaRAPH C0., WASHINGTON, u. c.

G. L. DUDLEY.

TWO SPEED HUB.

APPLICATION FILED mm1. 1914;

Patened May 2, 1916.

J A I THE COLUMBIA PMNDGRAPH Co., wAsHlNu'roN. D'. C.

1w 11 a m Two-SPEED HUB.

v Specification of Letters Patent.

Patented May 2, 1916.

Application led February 11, 1914. Serial No. 818,138.

To all whom t Vmay concern:

Be it known that I, GEORGE L. DUDLEY, a citizen of the United States,residing at I/Vashington, in the District of Columbia, have inventedcertain new and useful Improvements in Two-Speed Hubs, of which thefollowing is a specification.

This invention relates tok two speed drive hubs for motorcycles and likevehicles.

It aims to augment and further protect my application led on two speedhubs February 28th, 1913, Serial Number 7 51,346.

It further aims to show new refinements and details in two speed hubinvention and construction.

The Vprincipal point of invention in this two speed hub is a split innerhub in two or more parts capable oflateral contraction, expansion andseparation for the purposes of an equalization, or lateral adjustment,of both the inner and the outer hub bearings and the disassembling ofthe entire hub into its respective separate elements and re-assemblingof thesame 'by means of a single cone adjustment upon the axle of thesaid two speed hub.` In order to further disclose my invention of va twoIspeed inner hub capableof lateral adjustment, I have shown fourmodifications of the saine in Figures 2, 3, 4 and 5 of the drawings.

Among .the many further advantages of the split inner hub are strength,simplicity, compactness and beauty of outline.

As with the other models of two speed hubs of my invention, this twospeed hub oEers the four following functions in combination: a freewheel; low gear; high gear; and brake, all without the use of hollowaxles, sliding dogs, sliding gears or other weak or noisy parts. j

For a full 'understanding of the invention, reference is to be had tothe following description and accompanying drawings, in which F ig.'1 isa longitudinal sectional view through the hub embodying the presentinvention, and Figs. 2, 3, 4 and 5 are four longitudinal sectional viewsof four of the many modifications of which the present invention iscapable. j

Corresponding parts are referred to in the following description andindicated in all the views of the accompanying drawings by the samereference characters.

In the drawings the numeral 1 indicates the hubaxle, which, as is usual,is fixed in ings 7, are mounted for rotation the two parts 5 and 6 ofthe split inner hub. The inner ends of the inner hub parts 5 and 6 areprovided with a plurality of laterally-projecting, alternating,overlapping fingers 2 which allow the inner hub to contract and expandlaterally as may be necessary for the proper adjustment of its bearings15 and lts bearings 7 by means of either the cone, 3 or the cone 4 orboth said `cones upon the said aXle 1.` It is apparent that `the hubparts 5 and 6 rotate as a whole, as a solid hub would, at all times whenassembled and performing their v functions as described. The abovedescribed construction further provides means for disassembling the `hubinto its respective component parts by the removal of either the cone 3or the cone 4, and further providesequal facility in assembling thecomponent parts especially as regards assembling the bearings 15 and theinner hub within the outer hub. Snugly disposed about the inner hubparts 5 and 6 is the sleeve 2O whose sole function is to preventdistortion of theparts 5 and 6 of the inner h-ub.

In this application I do not wish to limit myself to a claim coveringmerely the form of split inner hub shown in Fig. 1 of the drawings, nordo I wish tov limit myself to claims covering merely the modificationsof the same as |shown in Figs. Q, 3, 4 and 5, but I believe I amentitled to claims covering any form of two speed split inner hubdesigned to accomplish a like result as described. j A

The outer hub 13 is mounted for free rotation about the inner hub bymeans of the ball bearings 15. Upon thelouter end of the inner hub part5 is keyed upon castellated lugs`9 the head 10 which is further fixed inplace by thecombined lock nut and dust cap 8. Asprocket 40, geared byany means with the engine shaft, .is threaded upon the lateral fiange 18which projects inwardlyfrom the head 10, the sprocket 40 being locked inplace by the lock ring 42. At this time it will be apparent that theinner hub is driven direct from the engine shaft at all times by meansof the parts described. Integral with the flange 18 are a multiplicityof ribs 19`upon which are disposed for rotation therewith a multiplicityof friction clutch disks 27, these disks 27 being mounted tation withthe outer hub 13 by means of multiplicity of ribs 26. A pressure disk isdisposed adjacent to the head 10 f'or the purpose of causing africtional clutch between the disks 27 and the disks 28 by means of thetension of' a multiplicity of pressure springs 24 retained byA a nut 23within a thimble 21 which Vprojects laterally through the 'head10l'outwardly. A set of pull pins 22 is disposed in the pressure disk 25and project laterally through the head 10. Upon theV outer ez'itre'mityof pins 22 is Ydisposed a ring' 29 secured by small screws, whichca-rries arace Vofpballs 36, which in turn bears f against the Acontrol'disk 32. The control disk is mounted upon a thread 31,. which,

lwhen the said disk 32 is partially'rotated I n either forwardly orrearwardly by means of the lever 37, imp'artsarlateral movement to theldisk '32 for the purpose of'controlling the frictional engagement of thefriction disks 27 and r28Y through `the means of the pins 22 and thedisks 25 described.

By the above. it will be apparent that, since the thread 31 is a left'hand thread, a forward pull on the lever 37 will give lateral movementto thefcontrol disk 32 and allow the springs 24 to vexert their tensionagainst K the pressure disk`25y and thus clutch all disks y termed highgear.

27 and 28 as a whole and cause a direct drive between the sprocketandthe outer hub 13, through the means described: This is 1t willfurther be apparent that a backward push upon the lever 37will Vmove thecontrol disk laterallyY to the left, or outwardly, and cause the saidcon trol disk 32 to pullwith it to the left the ring 29, the pins 22 andthe disk 25, thus releasing all friction disks 27 and 28l of clutch witheach otherand allowingthe gear 40 to drive the inner hub parts' 5 and 6free or idly without imparting movement to the outer hub, either withthe vehicle traveling or stationary: This is termed a free wheel.

. i `Mountedupon the outer end of the inner hubpart GV by means ofcastel'lated lugs is Ythe gear 43 held place against lateral movement bymeans of thecombined lock nut,A dust cap and gear box bearing cone 14.Meshing with the gear 43 are threeV or more pinions 44 and 46 shownintegral.A The said double pinions 44 and 46 are mounted for rotationabout bronze bearing thimbles 41, which, in turn, arev xed upon bolts45. The

` pinions 44 and 46 are thus mounted in a gear box 48 which is freer torotate about the hub. The gear box 48 is shown with a head plate 5'()lsecured in place by the nuts 14 and the screws51. Meshing with thepinions 44 is a 6.'5 large gear 47 which, together with a brake flange,o'r spider, 30, is secured' on the outer hub "13 by means of thecastellated lugs 33 and the locking ring 35. At the periphery of thekbraking flange' 30 is formed a laterally projecting braking frictionsurface about which is disposed a contracting brake band of the commonstyle and mode of operation. Although the gear box 48 is mounted forrotation by means of the multiplicity of double gears or pinions 44 and46, a further bearing is found for the gear box 48 upon the brakeflange-30 at its base 34, and a further bearing is also shown at theperiphery of the lock nut 14 and the small flange 17 which projectsradially from the lock nut 14. A low speed contracting control band 49is disposed about the periphery ofl the gear box 48.

. From thev foregoing it will be apparent that, with the engine runningidle, the inner h-ub vand 6 will rotate forwardly carrying with it thegear 43. lf the outer hub 13 and the gear 47 are stationary, the actionof the pinions 44 and 46 upon the gears 43 and 47 will Yforce the gearbox 48 to rotate rearwardly as a whole. However, upon the applicationand contraction of the low speed control band 49 about the periphery ofthe gear box 48, the gear box 48 will be held stationary against anyrotative movement and the outer hub 13 will be driven forwardly at areduced rate o1 speed by the action of the said gears: This is termedlow gear. A contraction of the brake band 39 about the lateral flange 38of the brake flange 30 will retard or arrest the rotative movement ofthe outer hub 13: This is termed braking.

A modified form of the inner hub is Shown in Fig. 2 wherein the innerhub parts 5 and 6 are caused to rotate jointly by a sleeve 20 which isformed with alternated slots and ribs running laterally to lit withcompanion slots and ribs 'found in the inner hub parts V5and (i.

part G and is fitted with alternated slots and ribs coperating withsimilar slots and ribs found upon the part G.

vln the modified form shown in Fig. 4 the inner hub parts 5 and 6 areshown connected with a pin 20. i

1n the modified form shown in Fig. 5 the inner hub parts 5 and 6 areshown identical with the corresponding parts in Fig. 1 with theexception that the inner hub sleeve 20 is eliminated.

Having thus described my invention, what I claim as new is 1. In adevice of the class described, an inner hub, an outer hub having bearingupon the inner hub, a spindle, bearing cones upon the spindle supportingthe inner hub, and gea r connections between the hubs, the inner hubcomprising sections connected for rotation in unison and relativelylongitudilnally adjustable to provide for adjustment of said bearings.

2. In a device of the class described, inner and outer hubs, and changespeed gearing connecting the hubs, the inner hub comprising sectionsconnected for rotation in unison and relatively longitudinallyadjustable.

3. In a device of the class described, an outer hub, an inner hub,two-speed gearing connecting the hubs, a spindle, bearing cones upon thespindle supporting the inner hub,

Vthe said inner hub comprising sections lonner hub, an outerl hub, meansfor transmitting power to the inner hub, a brake member xed upon theouter hub, a bearing member upon the inner hub, a gear casing rotatablysupported by the said brake and bearing members, a system of planetarygearing between the inner and outer hubs Within the said casing, andmeans for controlling the rotary movement of the casing.

6. In a device of the class described, an inner hub, an outer hub, meansfor transmitting power to the inner hub, a brake member fixed upon theouter hub, a gear casing rotatably supported by the said brake memberand inner hub, a system of planetary gearing between the inner and outerhubs within the said casing, and means for controlling the rotarymovement of the casing.

'l'. In a device of the class described, an inner hub, an outer hub,means for transmitting power to the inner hub, a brake member fixed uponthe outer hub, a rotary gear casing, a system of planetary gearingbetween the inner and outer hubs housed within the said casing, andmeans for controlling the rotary movement of said casing.

In testimony whereof I aiX my signature in presence of two witnesses.

GEORGE L. DUDLEY.

Witnesses H. A. ROBINETTE, GERTRUDE M. S'ruonnn.

topics of this patent may be obtained for five cents each, by addressingthe Commisioner o1? Patenti, Washington, n.

